Marine vessel



Aug. 124, 1943.

J. NAPOLI MARINE VESSEL Filed July 8, 1940 0%,") INVEN R: 8Y8 Wa w fi41mm.

Patented Aug. 24, 1943 orr ee 2,327,660 MARINE vEssEL John Napoli.Monterey, Calif. Application July 8, 1940, Serial No. 344,323

(Cl. 11d56) 2 Claims.

This invention relates to. improvements in boats, and more particularlyto an improved marine vessel having a hull which is formed with a novelsub-structure.

An object of myinvention is to provide an improved boat construction,capable of being emsite sides of the stern. A rudder l is positioned inthe usual manner at the stern of the boat. The propellers and the rudderare operatively connected to and are actuated in the customary bodied ineither large or small marine vessels, I

having a hull and an integrally formed substructure which is adapted togive greater stability to the vessel and to improve its operation undervarying conditions,

Another object of my invention is to provide an improved hullconstruction of the kind characterized having a novel sub-structure andwhich is so designed and constructed as to materially reduce the usualrolling and dipping movement of the vessel, and at the same time causeits speed through the water to be increased without the application ofadditional power.

Other and further objects ofmy invention will be pointed outhereinafter, indicated in the appended claims, or will be obvious to oneskilled in the art upon an understanding of the present disclosure. Forthe purpose of this application, I have elected to show herein certainforms and details of a marine vessel representative of my invention; itis to be understood, however, that the embodiments of my inventionherein shown and described are for purposes of illustration only, andthat therefore they are not to be regarded as exhaustive of thevariations of the invention, nor are they to be given interpretationssuch as might have the effect of limiting the claims short of the trueand most comprehensive scope of the invention in the art.

In the accompanying drawing:

Fig. 1 is a side view of a marine vessel embodying the principles of myinvention;

Fig. 2 is a front view of my invention; and

Fig. 3 is a sectional View taken on the line 3-3 of Fig. 1, showing theinternal supporting structure of the vessel removed.

In the drawing I have illustrated a marine vessel or boat of the kindadapted to carry passengers or freight, and for the sake of simplicityand clarity I have purposely eliminated the usual super-structure andthe internal operating and the controlling mechanism. The numeral Idesignates the boats hull whichincludes the bow 2 and the stern 3. Adeck 4 enclosing the interior of the boat is preferably somewhat convex,but not necessarily so. The boat is preferably propelled through thewater by two pairs of propellers, 5 and 6, the former being positionedat opposite sides of the bow and'the latter at oppomanner by suitablemechanism provided within the'hull I. y

The upper part of the hull, directly beneath the juncture of the deck 4therewith, is preferably curved outwardly slightly as at 8. therebyproviding a slightly concave surface which tends to deflect the waterstriking the same in an outward direction so it does not wash over thesaid deck.

The lower part of the hull I curves inwardly as at 9 and is integrallyjoined as at It to a substructure I l. The sub-structure extendslengthwise beneath the hull and its forward end I2 is pointed so as tocut through the water without ofiering an undue amount of resistanceFrom ID the sub-structure I I curves outwardly at I3 to I4, and thenceit curves inwardly at I5 and is joined to a longitudinally and centrallydisposed member or keel I6,

The areas 9, I ll, and I3 preferably assume a gradual curve which issufiiciently streamlined to reduce the water resistance materially. -At61, where the forward end of the bow joins the forward end of thesub-structure, there is provided a streamlined surface which blends intoand is complementary to the streamlined surfaces 9, I0 and I3 locateddirectly to the rear thereof. The rear end of the sub-structure II ispositioned beneath the stern 3, and the surfaces located therebetweenare also streamlined.

The width of the sub-structure II at its central part is preferably alittle wider than the extreme width of a corresponding section of thehull. The sub-structure II, being positioned well beneath the surface ofthe Water where it is not materially influenced by surface waves andsurface currents, constitutes a broad base for maintaining the hull in anormal position. The surface waves directed in the normal way againstthe hull I will not cause the latter to roll or dip to the extent itwould if the sub-structure I I were not joined thereto. In view of thecomparative stability of a vessel embodying my invention during itsnormal operation, and since the movements thereof other than straightahead are substantially reduced, its traveling speed is somewhatincreased. The straight forward movement of the vessel is also moresatisfactorily maintained since the contra currents at the surface ofthe water do not normally cause its deviation from a plotted course.With the I t ndi g abov t e k increased stability of the vessel there isan accompanying decrease in traveling discomfiture, for with asubstantial reduction in the roll and dip of the vessel there is lesschance of passengers becoming seasick. 'I'he sub-structure ll mayenclose a cargo carrying compartment if it is so desired, or it may beconstructed without a useful or other space being provided therein.

While I have shown and described the substructure I i as having adefiniteconstruction and shape, it is to be understood that othermodifications of my invention are entirely possible.

Having described my invention, what I claim 1. A hull comprising anintegral structure hav-.. ing an upper part normally disposedsubstantially above the load water line and a lower normally submergedpart extending longi udinally beneath the upper part, the said upper andlower parts of the hull being of substantially equal depths, the saidlower part having outwardly curved upper sides joined to the sides of;the up er art c e hull, an ow r curved i s joinedto; outer edges f theupper sides of the o er a v o h hull, he aid. o r ed s e being joined toa keel and forming a longitudi nal-ly disposedsubstantially V-shapedstructure eel, the upper curved sides nd ew r cu e si es rmin a bs ansharp outwa d y pro n a era edge s b ta tially wider than the hullsupper part, the said lower part having a pointed forward end, and thesaid lower part of the hull having a cargo carrying space joining thespace above in the upper part of the hull.

2. A bull comprising an integral structure having an upper part normallydisposed substantially above the load water line, and a lower submergedpart extending longitudinally beneath th u per rt, th Said up er an qwvt p r s of the hull being of substantially the same depths, the saidlower' part having outwardly curved upper sides forming downwardly andoutwardly disposed extensions of the sides of the hulls upper part, thesaid lower part also having concave curved lower sides disposed at anacute angle with respect to each other and joined at their outer edgesto the outer edges of the upper curved sides and at their inner loweredges to a longitudinally disposed depending keel, the said lower partof the hull having substantially sharp lateral edges which are disposedin a substantially horizontal plane and which converge. at their forwardends to form a pointed forward end for reducing the resistance of thelower part of the hull when operating through the water, and the saidlower parto'f the hull'having a cargo carrying space joining the. s a eabove in the upper part of the hull. I

- QHN Hegem-

